Brake mechanism



March 25, 1941. H. F, KOLB BRAKE MECHANISM Filed July 14, 1939 2Sheets-Sheet l March* 25, 1941. H, F, KQLB 2,236,247

BRAKE HECHANISH Filed July 14, 1939 2 Sheets-Sheet 2 Patented Mar. 2.5,1'94'1v UNITED STATES APATE-N1"l OFFICE BRAKE MECHANISM Hans F. Kolb,Chicago, Ill. l

Application July 14, 1939, Serial No. 284,428 12 claims. v(ci. iss-3) Myinvention relates in general yto brake couplingsv for moving vehicles,and more particu- `larly to mechanism for coupling together` the brakesystems of connected units such as a trac- 5 tor and trailers, cars in arailroad train, and

the like.

Since the comparatively recent advent of motorized freighting on a.large scale it has been found desirable to employ trucks having a large.

capacity both for large volume hauling, and economical storage interminals and the like. In order to speed`\up transportation and yethold down the overhead to a minimum, tractor-trailer combinations havebeen employed, with one u tractor being used for several trailers.

been a problem of 1 grave v concern to the manu facturers of suchcombinations to provide adequate braking systems which may be operatedfrom the tractor, It is mandatory in` many states to providethesetractor-trailer combinations with some type of an. automaticbraking system which will stop the .trailer ii it should be uncoupledfrom the tractor while moving. There have been many attempts to solvethis problem, but prior to my invention, there has been little successin providing a substantially infallible automatici braking system. Whenair brakes are employed in the trailer they become y uselesswhenseparated from Vthe tractor, since they depend. on the tractor motorfor their operating power. Vacuum brakes likewise depend on the motor inthe tractor for their power so that when they areaused in the trailersthey are rendered useless through the uncoupling of the tractor andvtrailers. Electric brakes have been used to some extent, 'but the coil.vin such apparatus becomes4 overheated in a short vtime upon applicationof the brakes and it thereby loses its magnetic quality to. suchI anextent that the 40 brakes can be applied for only a short time'.

It is important inproviding an automatic brak? ing system for the-trailer when it is uncoupled :S5/coupled from the tractor when intransit,and

It haS Itisthe failure of brakes under such circumstances is anextremely serious matter.

Another problem in tractor and trailer trains particularly, is theelimination of jack-knifing between the units in the train. Many of thebraking systems now employed in tractor-trailer combinations providediiliculties since they are duo-systems Whichoften necessitate aseparate lever for each system. If the brakes on the trac'- tor unit areapplied before the brakes on the lo trailer unit, the momentum of thetrailer is apt to be such that 'it would cause the combination to"jack-knife and thereby vcausing considerable damage to the train. `Thistrouble has been alleviated` to some extent by providing .a single 15lever to actuate the individual levers of the two braking systems, buteven this improvement has not sufiiciently solved the problem.

An object of my invention is to provide an improved brake system for amulti-unit vehicle 20 train.

p Another object of my invention is to provide improved means forcoupling together and operating two independent braking systems formoving vehicle trains. 25

It is also an object of my invention to provide a brake coupling for a.tractor-trailer combination which will transmit braking movement fromthe tractor to the trailer without the actual transmissionof air, fluid,or electricityfrom one 30 to the other, assuming the brake system ofone,

or thev other, or both upits, uses such medium.

Another object is `to provide means for automatically operating and*setting brakes in a following unit of a multiple unit train in the`event 35 vthe following unit becomes disconnected from f the pullingunit. In this connection, one of the features ofv my invention is theprovision ofA means which will prevent coupling of the brake units untilthe means for accomplishing the autoi0 matic operation is set. l

A further object of my invention is to provide` a brake .coupling whichmay be used to couple two different braking systems on a moving vehiclethereby incorporating them into a single system.

A still (further object is to provide a brake coupling "to couple thebraking systems in two separable units which is adaptable to hydraulicbrakes but; does not transmit iiuid from one unit tion will be apparentfrom thev following dctailed description taken with the drawings, in

which;

Fig. 1 is a side view of one embodiment of my invention to be used whenboth the tractor and trailer braking systems are hydraulic.

Fig. 2 is an enlarged longitudinal sectional view of the female portionof the structure of Fig. 1.

Fig. 3 is a cross-sectional view taken along the line 3-3 of Fig. 2.

Fig. 4 is a fragmentary detail view of Vthe locking pin, taken along theline 4-4 of Fig. 3.

Fig. 5 is an enlarged longitudinal sectional view of the male member ofthe structure of Fig. l.

Fig. 6 is a longitudinal sectional view of a modification of the maleportion of my invention illustrated in a position from that of Fig. 5.This structure can be employed when the tractor is provided with avacuum, or a mechanical brake system.

Fig. rI is a longitudinal sectional view of a modification of the femalemember of the structure of Fig. l.

Fig. 8 is an illustration somewhat diagrammatically; of a mechanicalbrake system on a trailer. l

Fig. 9 isa longitudinal sectional view of a further modication of themale member of the structure in Fig. 1.

In practicing my invention, I provide a brake coupling comprising a pairof separable'members, which for convenience will be called a male unit,or member, and a female unit or member, and considering the inventionmore broadly, it is practiced in a complete brake system for amulti-unit vehicle or rail train. 'I'he male member is rigidly securedto the tractor and connected to the brake thereof in a tractor-trailercombination, for instance, while the female member is connected to thebraking system in the trailer. The female member fits over the malemember and when in operating position is locked against movementrelative thereto by a locking pin. The male unit has a plunger thereinwhich is operated by the brake lever in the tractor. This plunger is inoperative engagement with a similar plunger in the female member so thatas the plunger in the male member is moved by the application of thebrake in the tractor, the plunger in the female member will be moved toapply the brakes in the trailer unit. When the trailer is uncoupled fromthe tractor on purpose or accidentally the locking pin is released, Iandthe female member is pulled away with the trailer from connection withthe male member. Upon separation of the two portions of the coupling thebrakes in the trailer are automatically applied by reason of a springaction on a piston in the female member. When the brakes are thusapplied in the trailer they will hold the trailer in a stopped positionfor an indenite period of time. A hand lever on the female member isprovided so that the spring action, which actuated the plunger thereinupon uncoupling, may be released when coupling the members or unitstogether again .so that the female member may be fit over the malemember to put them in operative connection again.

Referring now to the drawings, I provide a brake coupling comprisingsubstantially two main elements, a male member II, and a female memberI2. The male member II is rigidly secured to the front unit, such as thetractor, or engine, of a multiple unit train, by bolts Il or the like.

If there are more than two units in the train a male member is mountedon the rear of each unit inasmuch as complete brake coupling between anytwo units requires a male member on the pulling unit and a femalevmemberon the following unit. Although I have not shown the diagram of thefluid line for a hydraulic braking system, it will be understood bythose familiar with the art that a series of uid tubes are connectedintermediate a master brake fluid cylinder and' each wheel to whichbraking pressure will be applied on each unit of the train. Theembodiment of the male member of my coupling as shown in Figs. l. and 5is connected directly into the system of tubes for the ordinaryhydraulic brake system through a tube or hose I4, which is threadablysecured in a hole I6 (Fig. 5) in the casing I1 of the male member. Alongitudinally extending cavity Il formed in the casting process of themale member is open at one end to allow operative engagement betweenmale and female member, as will be hereinafter explained, and is closedat the other. The hole IO is bored into the casing I1 so as to contactthe cavity Il near the closed end. The normally extended spiral springI! is positioned in the closed end of the cavity I8 and extendsoutwardly therefrom. The extended end of the spring I9 is capped by ametal member 2l, the diameter of which is substantially equal to that ofthe cavity Il. The cap 2I is provided as a guide for the extended end ofthe spring I9 so that said end will not fall to the bottom of the cavityIl. `Abutting the metal cap 2I is a rubber disc 22 which in turn abuts aplunger 23. So thatthe plunger 23 may be guided in a straight linemovement, it is provided with a pair of guide plates 24 substantiallyequal in diameter to that of the cavity I8. 'I'he rubber disc 22 acts asa sealing member to keep the braking fluid behind the disc, or to theleft as viewed in Fig. 5. When this hydraulic male member is used in ahigh pressure braking system such as that used for railroad trains orthe like, a precision-ground piston is used in place of the combinationof the plunger 2l and rubber disc 22. Upon application of the brakes,the braking fluid will be forced from the master cylinder through thetube I4 into the cavity Il thus forcing the piston 28 to the right, asviewed in Fig. 5. Fig. 5 shows the piston 2l in the position it wouldtake when the male member and the female member 4 are coupled and inoperative position, but the brake is released. Since the spring I9 tendsto push outwardly on the plunger 23 at all times, a stop portion 2l isprovided in the cavity Il of the male member to limit such movement whenthe two members are uncoupled.

'I'he female member- I2 illustrated in detail in Fig. 2, has a cavity 2itherein which is open at one end so that the female member may be fittedover the male member. 'I'he inner diameter of the cavity 2l is onlyslightly larger than the outer diameter of the male member so `as toprovide a reasonably close fit therewith. As the female member ispositioned over the male member, the male member rests against ashoulder 21 at the inner end of the cavity 2l. When the two members arein this coupled position, a locking pin 22 (Figs. 3 and 4), pivotallymounted on the casing of the female member I2 projects through the hole2l in the female casing and into the hole II of the male casing so as tolock the female member against movement relative to the male member.Pivotally connected to an ear on the pin 2l is a rod 3l which isslidably supported in a projection on the casing of the female memberand extends 1n back of a brake-mud cylinder as viewed in Flg. 2, and aswill be hereinafter described. In order to retain the pin 23 in lockingposition while the male and female members are coupled, a normallyextended spring 32 is carried on the rod 33 intermediate the casingprojection and a washer rigidly secured to said rod.

The female member of my coupler is constructed so that upon uncouplingof the male and female members, the mechanism of the female member willbe lautomatically actuated to apply .the brakes to which the femalemember is connected as on a trailer. 'I'his actuating mechanism includesa spring 33 mounted on a rod 34 intermediate a. nut 34 and theprojection 31 of the casing on the female member. The rod 34 ispivotally linked to an external arm 34 (Figs. 1 and 3), which is rigidlysecured to an arm 39. The arm 38 extends around the outside of thecasing of the female member and the arm 33, which is pivotally mountedto the casing ofthe female member at the stub 40, extends into theinside of the female member and into the cavity 26 therein. The arm 33is slidably connected by the stub projection 4l to a peg 42 as will behereinafter explained. Pivotally linking one end of the arm 39 to thecasing of the female member is a straight link 43, and an invertedV-shaped link 44 pivotally connected thereto. The link 44 is providedwith a leg 44, and when the two members are in coupled position, the leg44 extends through an opening 41 in the casing of the female unit andrests on the outside of the casing i1 of the male unit. The femalemember is shown in coupled position in Fig. 2, although the male memberis not actually positioned in the cavity 26. As the two members areuncoupled, the spring 33 will drivethe rod 34 to the right as viewed inFig. 2, pivoting the arm 33 in a counterclockwise direction by means ofthe arm 33,

v and the .leg 46 of the link 44 is pivoted into the cavity 26, thusmaking it impossible to recouple,v the two members until the leg 44 isremoved. A,- hand lever 48 (Fig. 1) is pivotally mounted on the casingof the female unit and linked to the` rod 34 at one end 43 to move therod and pivotV the leg|46 of the link 44 out of the cavity 24 4.so

that the two members may again be coupled..

[The outside mechanism on the female member is connected to the insidebrake-actuating mechanism by means of the peg 42 which drives the'Vinside mechanism and operates the brakes on 'thv 'outward fluid pressurethereon.

trailer, both when the two members are coupled," as well as uncoupled'.When coupled, the end of the peg 42 lays in the cavity Il of the plunger23 of the male member and in the coupling operation moves the plunger 23of the male member to the left from thestop portion 2l to the positionshown in Fig. 5. The peg 42 is blfurcated at one end and provided with apair of identical legs 5| straddlingthe arm 33 while the pin 4l isslidably carried in corresponding slots 52 in thel legs. When the twomembers are in coupled operative position and the brakes are released,the

arm 39 rests against the right end (as viewed in Fig. 2) of the slotsl!in the peg 42. In this position the plunger 23 is urged against the endof the peg by the spring I3 under compression.

More particularly as tothe fluid carrying portions of the female member,the peg 42 is rigidly 'secured in a cavity I3 in a piston or plunger 54The inside diameter of the cy1-,

the cavity 24 so that the annular shoulder 21 for of the brakes inoperative connection with the plunger 54 and in order that the air inthe tank 59 may be equalized with the variation volume of brake iiu'id,an ordinary air vent 42 is provided in the coverof the tank.

The plunger structure I4 includes a pair of side plates 33 at oppositeends thereof to slidably engage the inside of the cylinder 44 andmaintain the plunger in the proper alignment therein. Yieldable sealingdiscs 44 and 44' are provided at opposite ends of the plunger to preventthe brake fluid from leaking from the cylinder Il so that there will beno loss of brake fluid during the operation of the complete coupledbrake system nor from the female member when it becomes uncoupled fromthe male member of the complete system. As previously explained, whenusing my invention with a high pressure braking system such as on highspeed trains and the like, the plunger structure 44 just described maydesirably be replaced by a precision ground piston `operating in thecylinder 54. The tank 43 is connected with the cylinder 44 by means of apair-of ports 43 and 4I extending through the cylinder wall in positionssuch that the brake fluid may pass to and from the tank 43 to the.cylinder 54 through one port or the other depending ,upon the positionof the plunger and the two sealing discs 44. The hydraulic brakingsystem on the trailer or following unit to which the female member isconnected, is connected withthe cylinder 54 by flexible hose o; tubing6,11 having a threaded nipple on the end for threadable connection withan aperture `44 in the end of the cylinder. that end or opened dependingupon the'. operajition of the plunger by means of an inlet valve i12 anda cooperating outlet valve 13 yievhich is under pressure from spring 14mounted on the neck 13 of the valve and acting toclose such outlet valve13 when there is substantially no Intermediate the inlet'valve 12, andthe sealing disc 44 at the right-hand end of the plunger as viewed inFig. 2, is a spring 11 capped by a metal member 14 on the end adjacentthe sealing disc. 11 is normally under some compression and assists inholding the plunger I4 at the left-hand end of the cylinder in theposition shown in Fig. 2, orwhen the plunger is moved to the right for ioperating the brakes on the trailer unit B, the spring 11 maintains theinlet valve 12 against the end of the' cylinder 44.

Either before or after the pulling unit A, .as a

tractor, is coupled in any desired manner to a- 45 I The cylinder isclosed at The spring the position shown in Fig. 1 to retract the rod 34and pivot the leg 46 of the link 44 out of the aper-l ture 41 so thatthe extended housins' I1 could.` be inserted into the cavity 24 untilthe mouth 'of housing engages the shoulder 21. In this position theplunger 23 is in engagement with the end of the peg 42, and the lockingpin 28 is in locking engagement with the male member at the 5 aperture3|. With the hose or tube 4 .connected into the hydraulic brake systemon the unit A, brake fluid passes through the tube to thecavity orcylinder I6 when the usual foot or hand operated element in the unit Ais actuated. The uid plunger 23 (Fig. 5) and this is moved outwardly asheretofore mentioned. This movement is transmitted through the peg 42 tothe plunger 54 of the female member, to move this plunger against theaction of the spring 11. Since the arm 39 cannot move when the male andfemale members are coupled by reason of the V-shaped link 44 contactingthe male member, the peg 42 and plunger 54 will move independently ofthe arm within the limits of length of the slots 52,v which lengthcorresponds inl general to the distance between the stop 25 on the malemember housing and the plate 24 on the plunger 23 in its position ofrest. As the plunger 54 is moved to the right, as viewed in Fig'. 2, thedisc 64' will immediately cut olf the port 65 into the fluid tank 59, sothat the only possible outlet for the fluid to the right of the disc 64'in the cylinder 56 will be through the outlet valve 14 and thence to thebrake units in the trailer thereby applying said brakes. As the brakecontrol lever or pedal in the tractor is released, the plunger 54 willbe movd back to th position shown in Fig. 2 by the action of the spring11. As the spring pressure on the inlet valve 12 is lessened, the fluidpressure on the opposite side will become relatively greater so as toforce the valve 12 open and admit the brake fluid back into the portionof the cylinder 56 to the right of the disc 64. If air should getintothe cylinder 56 o through some faulty connection thereby renderingthe brakes partially inoperative, the brake control lever or pedal maybe pushed down and released several times to pump more fluid through theports 60 and 65 and into the compression chamber portion of the cylinder56, or in other words, to the right of the plunger 54. 4This isaccomplished to some extent every time the brake control lever isreleased and the plunger 54 is moved to such a position as to allowfluid to be 50 admitted into the compression chamber of the cylinder 55through the hole 65 from the fluid tank 59.

A cable C is connected to the locking pin rod 30 at one end and at theother end is secured to the 55 brake joint 69 on the trailer or directlyto the trailer. The cable C is shorter than the flexible hose 61 andwhen the trailer and tractor become uncoupled through accident orotherwise so that one unit will pull'away from the other unit, the ocable C will become taut thereby pulling on the rod 30 and releasing thelocking pin 28. Upon therelease of thelocking pin 28 the male and femalemembers will be separated and the female member will fall down beforethe hose 51 is stretched-V so that the hose is not broken or damaged. A

spring S contracts and prevents the female member from falling tothe'pavement. As the female unit' is pulled away from the male unit, theleg 46 of the V-shaped link will no longer be supported on the malemember and the arm 39 will be pivoted under pressure of the spring 33which is released. The arm 39 will drvethe pin 4| against the right endof the slot 52, thereby driving the plunger'54 to in turn transmit brakefluid to the 14 brake units of the trailer bringing the trailer isforced against the back or lefthand end of the.

to a stop. This is extremely advantageous "if the trailer is in motionat the time itis uncoupled from the tractor, since it will not onlystop` the trailer and possibly avoid considerable damage as can beunderstood, but the force of the l spring 33 will act to retain thebrakes in applied position to hold the trailer for an indefinite periodof time.

The required braking power on a trailer varies in accordance with theload capacityv of the unit.y

The braking power to be applied automatically when a tractor and a'trailer become uncoupled may .be increased in my system by the use of arelatively heavy spring 33. Greater leverage on the plunger 54 may alsobe provided by lengthening the outside arm 39, and increasing the lengthof the outer portion of the arm 3l extending from the pivot point 40outwardly to the end.

Fig. 6 shows a modification of the male member of my invention. Thisembodiment is similar to the one shown in Fig. 5 except that the malemember in Fig. 6 is employed for a vacuum, or mechanical braking system,as will be hereinafter explained. A longitudinal cavity or bore 19 isprovided which may extend entirely through the male memberand a plunger8| is slidable therein. As explained with reference to Fig. 5, the malemember fits into the female member and contacts the peg 42 thereof atthe slightdepression 82 in the end of the plunger 8|. A link 93 u ispivotally connected at one end to the plunger 8| and at the other end tothe arm 84,which is Vpivoted on the stub shaft 66. By pivoting the armI4 in a counterclockwise direction on the shaft 86, the plunger 8| ismoved to the left, as

applied through the master control unit of either.A

the mechanical or vacuum braking system. Such a movement of the plunger8| will move the plunger such as 54 in a corresponding female memberthereby applying the brakes in the system on a trailer or following unitto which the female member is connected.

A second `modification of the male member as shown in Fig. 9 may be usedon the pulling unit when such unit is provided with an air brakingsystem. The casing and plunger are similar to the structure shown inFig. 6. except that the arm Il is operatively connected to the plungerat l the point I9 intermediatelts ends and is itself pivotally mountedon the stationary stud 9|. A link 96 is pivotalli connected at one end,to the arm 5l and at the other end to the plunger Il. The mastercontrol chamberfor the air braking system on the pulling unit of thetrain is connected to the arm 8l through the rod 92 which is pivotallyconnected to the stud 93 on the lower end of the arm 99, As the `brakesare applied in the unit to which this member is connected, the

Varm 9i will be pivoted so as to force the lower end to the right, asviewed in Fig. 9, thereby forcing the plunger to the right and operatinga female member as shown in Fig. 2 which is coupled to this male member,as heretofore explained; The malemembers of Figs. 5, 6 and 9, can alsobe coupled to the female member illustrated in Fig. 7 as will beexplained.

The female member shown in Fig. 7 is used on the followingunit of amultiple-unit train when such unit is provided with a mechanical brakingsystem. The casing oi this member is' formed so as to provide a. cavity84 therein which is open at one end to admit the male member,` aspreviouslydescribed with reference to Fig. 2. When the male and femalemembers are inoperative coupled position, the locking pin 86, which ispivotally connected to the casing of the female member, projects throughthe hole 81 in the female member and into a hole in the casing of themale member, as the hole 3| (Fig. 5) or the corresponding holes in theembodiments of Figs. 6 and 9. This will lock the two members inoperative position, with the spring 88 acting on the rod 98 connectedwith the locking pin.

'I'he wall portion |02 in the female member acts as an abutting wall forthe end of the male member and has a hole |03 through which a rod |04passes to be guidably supported therein. One end |06 of the rod |04 ispivotally connected to an arm |01 which is pivoted on a casing stud |08.In order to allow for a slight movement of the rod |04 away from a.single longitudinal-plane as a result of the arcuate path of pivotalconnection between the rod and the arm |01, the hole |03 is madeslightly larger than the diameter of the rod. -This movement of the rod|04 away from a straight line is only very slight, however, inasmuch asthe pivotal movement of the arm |01 to operate the brake of theassociated brake system is not great. The brake system on a trailerunit, for instance, is connected to the female member by a flexiblecable |08, pivotally connected at one end to the lower end of the arm|01 i and at the other end to a coupling plate (Fig. 8). The cable |09is covered by a sheath I2 which is rigidly secured in a cavity ||8 inthe female member by the bolt ||4 and likewise rigidly secured to thetrailer frame IIB by the clamp The cable |09 and its sheath ||2 arelonger than the cable so that there will be slack in the former toprovide operation of the lockingpin and uncoupling of the female memberand its associated male member before a pull is exerted on fere with aprompt and efficient applicationofthe right, as viewed the cable andsheath upon separation of a tractor and trailer combination. This hasbeen previously explained with reference to the principal embodiment.The sheath ||2 is constructed so that there will be flexibility over itslength but substantially no contraction or expansion, which if presentmight introduce lost motion in the cable |09 when applying the brakesand hence interthe power from the brake lever or pedal in the pullingunit.

When the braking system to which the male member is connected isoperated so as t' apply the brakes, the rod |04, which is in contactwith a plunger in the male member, will be forced to in Fig. '7. Thismovement of the rod will pivot the arm |01 so as to pull the couplingplate thereby applying the brakes in the wheels ||8 through connectingrods ||8 connected to the coupling plate I. In order to maintain the arm|04 in contact with the plunger in the male member when the. two membersare coupled, a normally contracted spring ||0 is provided intermediatethe coupling plate and a crossbar |20 on the frame ||6 of the trailer.Fig. 8 shows a two-wheel unit, but it is understood that the femalemember of Fig. 7, and likewise, of course,

of Fig. 2, may be adapted for use on a four-wheel unit braking system,

The female member of Fig. l acts to automati` cally apply the brakingsystem illustrated somewhat diagrammatically in Fig. 8, whenever the tothe left, as viewed in Fig. 8,

two units of a train become uncoupled, either when done purposely orwhen the uncoupiing occurs accidentally. 'I'he automatic operation isaccomplished `by mechanism similar to that employed in the structure ofFigs. 1 and 2 which includes a rod |2| pivotally connected at one end tothe arm |01 and guided intermediate its ends by an apertured extension|22 on the housing for the female member. The rod |2| is driven, to inturn pivot the arm |01 and pull the cable |09 for the braking system, bymeans of a spring |28 supported on said rod and retained between thewall of extension |22 and a Washer and collar unit,|24 on the rod. Aslot |26 in the end of the rod |2| connected tothe arm |01, permitspivotal movement of the arm when the cable |08 and associated bralkesystem is operated independently ofthe spring |23.

The rod |2| is split at its outer end and provided with a pair ofidentical legs |21 which straddle an L-shapedlever |28 in engagementwith the rod at' the termination of the slot formed therein by the twolegs. The lever is pivoted substantially at the end of the femalemember. This position can be moved to the right if the configuration ofthe coupled male member is such that it abuts against the outer end ofthe interest of clarity in the drawings the male v member is notillustrated in coupled position with the female member. The lever |28 ispivotally supported from a bracket |29 integral with the housing for thefemale member. In the position of Fig. '1 the tip |3| of the lever bearsagainst the housing on the male member. so that such lever cannot pivotin a clockwise direction. As soon as the female member and itsassociated male member are uncoupled, the force of the compressed spring|23 acting on the lever |28 will pivot it clockwise and upwardly, withthe spring at the same time extending to pull the cable |08 therewith toapply brakes on the trailer. The lever |28 can be pivoted in acounterclockwise direction manually before the female member and themale member are coupled, or this pivotal movement can in the main beaccomplished coincident with the coupling of the two members, asl can bereadily understood.

The pivoted leg 46, and the lever |28, by virtue of extending inwardlypast the mouth of their corresponding cavities, both act to preventtheir respective female-members or connectors from being coupled with amale member until the automatically acting spring release is set. Inthis manner, if a male member and a female member are coupled theoperator is assured that the springs 33 and |23 are also cocked or setso that each will operate the brakes on the following unit if thepulling and following units become uncoupled.

My invention provides, therefore, simple, sturdy apparatus for couplingtwo entirely independent brake systems together on different Cil .featurcs and not to limit the Sinvention gether and pulled by suchengine. My coupling apparatus makes it possible to connect together twosimilar, or two entirely dissimilar types of `brake systems on thediilerent train units and provide positive, efficient operation underall conditions. In addition, assuming that it would be possible tooperate a pulling unit without brakes on such unit, the structure of myinvention could also be employed to operate from the pulling unit aswell as automatically, the brake system on the following u nit.Furthermore, not Aonly is my system entirely effective for accomplishingan ordinary braking operation with the various units of a trainincoupled position, butof greater importance, my system provides for theautomatic operation of a brake system on a following unit in amulti-unit train when the following unit is uncoupled'from thepullingunit 'preceding the samein the train. Because of the construction of themale and female vmembers they pull directly away from one another inunvserious damage in the past, and acts in a similar manner in the eventthat cars in aftrai'n become uncoupled.

The disclosures ofv this application are illustrative and the inventionis not to be limited y them. In fact, if modifications or improverne tsare not at once obvious, they may be devised inj the course of time tomake additional use of he broad ideas taught and covered/'by this appcation. The claims are intended to point out ovelekcept as may berequired by prior art.

I claim:

l.' In a multi-unit train including a pulling unit and a following unitwith a braking system on the following unit and means on the pullingunit for operating a braking system, means for connecting the brakeoperatingmeans of the pulling unit with the braking system ofthe'fo'llowing unit including a pair o f coupler members, automaticallyreleasable locking mea-nsfor holding said coupler members in operativeengagement, each of said coupler members being connected to acorresponding one of said units,v

with the member connected to the following unit including a cavityextending substantially longitudinally therein, a substantiallylongitudinally moving member in said cavity, means operatively connectedwith said longitudinally moving member for automatically driving saidmoving member on operation-of said releasable 'locking means to uncouplesaid coupling members, and means extending from said coupler 'memberconnected to saidl following unit 4for operative connection with thebrakes thereon to apply such brakes upon the movement of saidlongitudinally mov' ing member in one direction.

2. In a train combination includinga pulling unit and a following unitnormally coupled together with said following unit having a brake systemthereon, and said pulling unit having brake actuating means thereon,coupler meansl for coupling together said two means including aconnector member on each of said units, with the connector member on thefollowi g unit lncluding a spring driven member operati ,ely connectedto the brake system of the follow\i pivoted means on the following unitconnector Dg unit,

l2,236,247 engine and one or more cars being coupled to-- member actingon the spring `driven means toy retain the same under spring compressionwhen the two connector members' are in coupled relation, andbeingvpivotally movable to a position on the following unit 'connectormember to prevent l coupling of said connector'vmembers after the springdriven member has been released to operate the braking system on thefollowing unit, the brake system of said' following unit being applieduntil a reengagement of said coupling members is effected by'a resettingo f said pivo'ted means.

3. Coupling means for coupling together two normally independent brakingsystems including a first coupler member operativelyy connected to oneof saidbrakingsystems and having a lateial extension thereon, and asecond coupler member operatively connected toV the other of saidbraking systems having va "cavity therein for receiving the lateralextension 'of' said first coupler member, a movable 'plunger 'in said cavber outside off'said cavity, means operatively ,con--A necting each ofsaid Lplungers with said otlien braking system and yet permitting themovement of one of said `plungers independently of bers wi'fh theextension of'said first coupler member m the cavity of said secondcoupler member, saidineans being automatically operable' upon separationof said coupler members' to perf mit the driving of said outsidev.plunger by said spring whereby to operate said other braking system.independently o f the operation of said first braking system. Y l 4. Inatrain combination including a pulling .unit anda following unit forcoupling together and each ofv said Vunits-having a brake systemthereon, a coupling member on the following unit operatively connectedwith thebrake system en said unit having a substantially cylindricalportion therein, substantially longitudinally moving means in saidcylinder operatively connected with theA brake system on said followingunit, a coupling member on the pulling unit operatively connected withthe brake system thereon and operatively connected with said movingmeans for actuating the brake system on the following unit uponactuation of the brake system on the pulling unit, and spring pressedmeans operatively connected with said moving means adapted to beoperated automatically upon separationl o f the said coupling memberstodrive said longitudinally moving means izo-apply thebrake system ol'Athe followingnunit .independently of `the actuation unitv I 5. In atrain combination including a pulling unitand a following -unit normallycoupled 4,to--

gether and' each of said units having a brake system thereon, coupler.means on the followingl unit vincluding Aa housing-with .a longitudinalof.. the. brakesystem of the pulling cavity therein, a movable plungervs aid cavity,

a movable memberon theouts'ide of said housing, connecting meanspivota-llyA mounted on said. housing andpivotally connectedwithj'correspon'd-` ing ends of said plunger and saidin'emberrespectively, with the connection between' said connecting means andsaid member being vsuch as to permit movement of saidmember'independentlyfof said' plungenand l'ijnk means operativelyconnected to said plunger and said member for tem on thelpulling unit,and spring means on said-movable member fondriving said movable memberto actuate the following unit brake sys- 4tem independently of theactuation of the brake system on the pulling unit, upon the unco'uplingof said coupling means. f

6. A coupling for two normally independent braking systems including amale member and a female member with each member operative- 1y connectedto a corresponding braking system, brake actuating means on said femalemember and automatic means thereon to operate said ac-f tuating meansupon separation of the female member from the male member, saidautomatic means including an arm pivotally mounted on said female memberand operatively connected with said actuating means, a link operativelyconnected with said arm, movable upon movement of 'said arm and retainedagainst movement by contact with said male memberwhen said members arecoupled but adapted to move when said members are uncoupled, and springmeans connected to said arm to pivot the same and operate the brakeactuating means when said link is moved upon said uncoupling.

7. Coupling means for coupling together two normally independent brakingsystems, including a first coupler member-operatively connected to oneof said braking systems having a body portion and a lateral extensionintegral' therewith, said lateral extension having a longitudinal cavitytherein and a plunger slidably mounted in said cavity, means for drivingsaid plunger upon actuation of said one braking system including an armpivotally mounted intermediate its end on said body portion, pivotallyconnected to said plunger at one end, and connecting means pivotallyconnected to the other end thereof for operative connection with saidone braking system, and a second coupler member operatively connected tothe other of said braking systems having means thereon for operativeconnection with said plunger upon the coupling of said two couplermembers.

8. Coupling means for coupling together two normally independent brakingsystems, including a first coupler member operatively`connected to oneof said braking systems having a body portion and a lateral extensionintegral there with, said lateral extension having a longitudinal cavitytherein and a plunger slidably mounted in said cavity, means for drivingsaid plunger upon actuation of said one braking system including an armpivotally mounted at one end on said body portion, pivotally connectedintermediate its ends to said plunger, and connecting means pivotallyconnected to the other end thereof for operative connection with saidone braking system, and a second coupler member operatively connected tothe other of said braking systems having means thereon for,l opera---vtive connection with said plunger upon the coupling of said two couplermembers.

9. In a train combination including a pulling unit and a following unitfor coupling together,V

cavities, driving means" for saidpiston means secured thereto andextending into the other of said cavities, spring means on' said housingoutside of said cavities operatively connected with said driving means,a male member on said pulling unit including a body portion with alateral extension-thereon, said lateral extension having a longitudinalcavity therein, piston means in said cavity operatively connected withthe brake system on said pulling unit andadapted tol be driven uponactuation of said'pulling-unit-brake system, with said'lateral extensionfitting into sai/d other of said/@ities in the female member forcoupling thereto, and with said piston means being inoperativeconnection with said driving means upon said coupling of saidmale vmember and said female member, means for releasably locking saidmale member and said female member ltogether and acting upon theseparation of the pulling unit and the following unit to permit theuncoupling of said male member and said female memben, and means forpreventing the actuation oi said spring means upon the uncoupling ofsaid male member and said female member.

10. In a train combination including a tractorunit and a trailer unitnormally coupled together and each of said units having a brake systemthereon provided with independent hydraulic systems, means for couplingtogether the brake systems of said two units` in a manner such that thebrake system on the trailer unit will be operated upon operationof thebrake system in the tractor unit, said meansr including a pair ofcoupler members each of which is operatively connected to acorresponding one of said brake systems, means on said trailer couplermember for separably locking said members together in coupled position,and spring pressed means supported on said trailer coupler member andconnected with said locking means, said spring pressed means beingadapted upon release thereof, to actuate the brake system of the trailerunit independently of the operation ofthe vehicle brake system, and saidlocking means, upon separation of said units, being automaticallyoperablefto uncoupie said members and to release said spring pressedmeans.

11. In a train combination including `a tractor unit and a trailer unitnormally coupled tol gether and each ofmsaidunits having a brake systemthereon provided with independent hydraulic systems, means for couplingtogether the brake systems of said two units in a manner such that thebrake system on the trailer unit will be operated upon operation of thebrake system in the tractor unit, said means including a pair of couplermembers each of which -is operatively connected to a corresponding oneof said brake ing applied until said coupling members are coupledtogether and locked by said locking means.

12. In a train combination including a pulling unit and a following unitnormally coupled together and each of said units having a hydraulicvbrake system thereon. a coupling means including a male member on thepulling unit and a female unit on the following unit, said' membersbeing in operative but separable engagement, an expansible fluid chamberin each of said'mem bers connected to a corresponding brake system,means for increasing simultaneously the uid pressures in 'said chamberswhereby to concurrently apply said brake systems, a uid reservoirsupported on said female member, fluid ports connecting said reservoirwith said female fluid chamber to supply uid thereto when the saidfemale fluid chamber is in an expanded condition, and means forautomatically uncoupling said members upon separation of said units.

HANS F. KOLB.

